Your Business Aviation Resource & Marketplace 2023 | Vol. 33, No. 2
GULFSTREAM G400
INSIDE
What’s happening around the business aviation industry
Getting to Sustainable with SAF
3 Questions: Gulfstream’s Mark Burns
Large Cabin Chasm
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HATT & ASSOCIATES
TABLE OF CONTENTS
Editorial Features
12 Taxi Out: What’s happening in business aviation 16 3 Questions: Gulfstream’s Mark Burns 18 Large Cabin Chasm by Fred George 34 Getting to Sustainable with SAF by Michael Wildes
AD INDEX:
25 45 52 Professional Services FBO-Charter Luxurty Real Estate
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Volume 33 | Issue 2 | 2023
EDITOR-IN-CHIEF Julie Boatman
CREATIVE DIRECTOR Amy Jo Sledge
COPY EDITOR Amy Wilder
DESIGN & PRODUCTION Amy Deal
CONTRIBUTORS Fred George Michael Wildes
PUBLISHER & CHIEF COMMERCIAL OFFICER Lisa deFrees - lisa@flying.media
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CONTACT US 605 Chestnut St Suite 800 Chattanooga, TN 37402 423-269-2489
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MAINTENANCE CONFERENCE
The Most Important Educational Event For Business Aviation Maintenance Professionals From aircraft technicians to directors of maintenance, thousands of industry professionals are making preparations to attend the 2023 NBAA Maintenance Conference. Enhance your industry skills and take your career to new heights, as this must-attend event will provide an unmatched networking experience and the opportunity to hear directly from industry experts about the latest operational information and cutting-edge technologies developed for maintenance professionals. This event will feature engaging education sessions and essential training courses, along with hundreds of exhibitors ready to share their latest advancements and innovations designed to provide attendees with the tools needed to succeed. Don’t miss out on this exciting event, and be sure to make plans to attend today! SAVE THE DATE
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TAXI OUT WHAT’S HAPPENING AROUND THE BUSINESS AVIATION INDUSTRY
Hunt & Palmer, leading aircraft charter broker, reported it was pleased to be building on its record year in 2022. “The first few months of 2023 has been equally strong, especially with large cabin charter to the U.S. from Europe.” —Sandy Boyer, Sales Manager, Executive Aviation, UK
Avfuel Corporation welcomed Sheltair’s new FBO at Georgia’s Gwinnett County Airport (KLZU) to its branded network, effective April 2, 2023.
Odyssey Aviation announced that it has acquired Golden Isles Aviation , an FBO serving McKinnon St. Simons Island Airport (KSSI) in Georgia. Private investment firms Granite Creek Capital Partners, LLC and Everside Capital provided financing for the acquisition.
Skyservice has begun construction of a private jet center facility at Seattle’s King County International Airport-Boeing Field (KBFI). The 71,000-square-foot facility will include the amenities of a world-leading FBO as well as support a 50,000-square-foot hangar facility.
Flexjet announced the opening of the expanded Flexjet Innovation and Career Center at Embry- Riddle Aeronautical University’s Research Park in Daytona Beach, Florida. The new ERAU facilities will house Flexjet-sponsored internships, offer conference space for student meetings, and introduce students to career opportunities in the rapidly growing business aviation sector.
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Boston-based Magellan Jets expanded in 2022 by launching a new Aircraft Sales and Management Division, moving to a new corporate headquarters, and opening the company’s first private jet terminal. As a result, the company grew gross revenue to a total of $120 million last year and is projecting $140 million for 2023. FlyExclusive cut the ribbon on a brand-new airline hangar at their Kinston, North Carolina, headquarters on February 28. The 9,500-square-foot space enables the company to further expand its maintenance, repair, and overhaul (MRO) capabilities. Stellar Aviation recently broke ground on a terminal at Reno Tahoe International Airport in Nevada. It is the exclusive provider of discounted fuel rates at KRNO for the 330 Part 135 operators enrolled in the Fly Louie Alliance. The Alliance Preferred FBO network now offers fuel savings at over 85 locations nationwide.
The Fairhope, Alabama, airport (KCQF) is building a new business aviation terminal facility to serve the rapidly growing air traffic into the region.
Axis Jet , a Sacramento, California-based aircraft charter, sales, and management company, announced the addition of a Cessna Citation CJ3 to the company’s air charter fleet. KCAC Aviation received two distinguished awards from Pilatus Business Aircraft Ltd. during the Swiss aircraft manufacturer’s annual sales meeting in Nashville,Tennessee—boththePilatusClassCenter Spirit Award and the Pilatus Sales Achievement Award. The recipient of the Spirit Award is chosen not only for their commitment to representing Pilatus, but also for creating a positive experience for their customers. The Pilatus Sales Achievement Award was given for KCAC’s outstanding sales performance in 2022. KCAC earned this honor by having the highest volume of delivered aircraft of any worldwide Pilatus Authorized Sales Center.
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Aircraft Sales, Brokerage, Acquisitions and Consulting
1969
Conquest I
S/N: 425-0053 - 9,825 Hours Total Time, 1,984/1,984 Hours Since Overhaul, 184/184 Hours Since Hot Section, Engine Overhauls by Dallas Airmotive, 443/443 Hours Since Prop Overhaul, New Props Installed Dec. 2019, Prop OH Due December 2025, Known Ice, ADS-B Compliant, WAAS, and more!
Falcon 2000
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Citation III
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Hawker 800XP
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QUESTIONS 3
16
MARK BURNS, GULFSTREAM Mark Burns leads Gulfstream Aerospace as its president and CEO under parent company and steward General Dynamics. Business Air posed three quick questions for Burns to illuminate for our audience about the exciting and challenging business aviation marketplace and Gulfstream’s strategies to push it forward.
QUESTION 1
Business Air: The G650 series has a great reputation among pilots for its fuel economy while still moving along at a very respectable Mach number—do you see the G700 and G800 fulfilling this same promise? Mark Burns: Gulfstream has invested significantly in our new fleet to provide the industry’s most fuel-efficient aircraft. The new G700 and G800 aircraft build upon the speed and efficiency of the G650/G650ER aircraft with the all-new, more fuel-efficient Rolls-Royce Pearl 700 engines,
and the new advanced winglet design that enhances high- speed aerodynamic efficiency. The result is that the G700 and G800 will be up to 20% more fuel efficient at Mach 0.90 than competing aircraft. Our own pilots have already taken the G700 around the world, touting more than 30 city-pair speed records along the way. We expect the G800 to build on these accomplishments, and more, as it progresses through its flight-test program.
QUESTION 2
Business Air: The global supply chain continues to flex— how did Gulfstream keep delivery numbers in 2022 on target in light of ongoing constraints? Mark Burns: The current supply chain environment is a challenge, but it has not significantly impacted our business. Gulfstream has a strong supply chain team that maintains close communication and collaboration with our existing base of more than 2,000 suppliers. We
partner with these suppliers to mitigate any potential impacts and ensure the quality and availability of parts with the shared objective of delivering on our promises to our customers. Even before the pandemic, Gulfstream took significant aspects of our supply chain in-house, such as wing production, giving us even more control and advantage in today’s environment.
QUESTION 3
Business Air: Utilization of private aviation got a boost over the past three years with new users entering the market. Has Gulfstream seen an uptick in new customers—and how can you retain them? Mark Burns: Gulfstream has seen a significant increase in the sale of aircraft to new customers. Our investments in our new family of clean-sheet aircraft have proved to be well-received in the market, and have resulted in a record number of orders over the past two years.
The benefits of private aviation have never been clearer. New customers are enjoying the safety, comfort, productivity, and flexibility that a Gulfstream aircraft provides, backed by Gulfstream’s worldwide customer support team, which provides dedicated service across an expanding network of more than 30 facilities around the world. This team works tirelessly to ensure every customer receives the best in customer service following their aircraft purchase to ensure they remain a lifelong Gulfstream customer.
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LARGE CABIN CHASM
A gap in the 4,000 to 6,000 nm range prompts the question: Who will take advantage of this sweet spot?
BY FRED GEORGE
There are 30 purpose-built business jet models in current production, starting with $4.5 million, 1,000-nm-range light turbofan airplanes, all the way up to $85 million-plus, 8,000 nm-plus uber cruisers. Add in the $100 to $200 million air yachts from Airbus and Boeing, and the total count jumps to 36. The sheer number of these machines, along with notable differences in cabin comfort, speed, range, airport performance, and fuel economy, suggest there’s a perfect fit for every customer. In reality, though, some segments have considerable overlap, while others are sparsely populated. There’s a long-term trend, for instance, by private jet manufacturers to migrate upmarket, expanding their product portfolios to include bigger, faster, and farther- flying airplanes. They’ve been moving up from 1,000- to 1,500-nm-range light jets into 1,500- to 2,000-nm mid-size business aircraft, then migrating from mid- size into 3,000-nm-plus super-midsize jets. Embraer, with its Praetor 500 and 600 jets, and Textron Aviation, with the Citation Latitude and Longitude, are two OEMs that have recently moved upmarket into super- midsize. This has created hot competition in the super- midsize jet class. The super-mids were originally envisioned three decades ago as more economical alternatives to fuel-thirsty trans-continental-range Lockheed JetStars and Gulfstream GIIs.
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UPMARKET CLIMBS
The trend began in the early 1990s, when Israel Aircraft Industries (IAI) started design work on the first super- midsize jet, the Astra IV—an evolution of the IAI 1125 Astra light jet onto which IAI grafted a much larger-diameter fuselage. The Astra IV, indeed, was almost the same diameter as a GII. But the program was chronically underfunded, delaying development for several years. A few years later, the Astra IV was branded as the Galaxy when the Pritzker organization infused money into its development. Gulfstream bought into the program in 2001, and the Galaxy was eventually rebranded as the G200. Despite the Astra IV/Galaxy/G200 being the first in this class, its ongoing development woes, including several increases in girth, enabled Bombardier to seize the sales lead with its Challenger 300 (née Continental) in 2003. Learning lessons from Gulfstream, Bombardier endowed the Challenger 300 with a big wing and big engines, thus providing margins for weight gain. Gulfstream, however, wasn’t about to cede the super-mid segment to Bombardier. Capitalizing on its partnership with IAI, it completely transformed the G200 into the G280 in 2012. The revamped aircraft has a considerably longer cabin, a new larger and higher-speed wing that holds more fuel, more powerful engines, a characteristic Gulfstream T-tail, and a fresh aircraft type certificate. But Bombardier’s nine-year lead enabled it to cement its position as the mid-size class leader. It now owns the largest share of this market with the Challenger 300, along with its updated, more
capable, and more comfortable Challenger 350 and 3500 models. Embraer’s Praetor 500 and 600, Textron’s Latitude and Longitude, and the G280 now vie for the rest of the pie. All the super-mids have two-section cabins, mostly with four chairs in club configuration in the forward and aft seating areas, accommodating eight passengers. Some models offer two-facing chairs and a three-place side-facing divan in the aft cabin in lieu of the four- chair club section. A few have four club chairs up front and six narrower chairs in the aft cabin. These $20- to $30-million aircraft offer comfortable trans-continental U.S. range for 8 to 10 passengers. The newest versions can fly 3,400 nm to 3,900 nm, enabling them to cross oceans, as well. The longest-range models can fly Paris-to-New York non-stop missions that once were the exclusive province of spacious, large-cabin aircraft, with three seating sections providing ample passenger comfort for international flights. In contrast, a 9-hour trans-Atlantic trip in a two-section super-mid can be a physical endurance event for passengers. The uppermost end of the private jet market is becoming increasingly crowded as business aviation’s three top titans, Bombardier, Dassault, and Gulfstream vie for building the biggest, fastest, and farthest-flying models, proportionately priced at $70 to $85 million. The ultra-jet race started in 2008 when Gulfstream launched the 7,000-nm G650—larger, faster, and farther-flying than its predecessor, the G550. The G650 also cruised nearly 30 knots faster and 500 nm farther, plus it offered superior fuel efficiency at Mach 0.85 compared to the G550.
Gulfstream G500
Gulfstream G500
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Bombardier Challenger 650 flight deck
SPEED SELLS
When the G650 entered service in 2012, Gulfstream had racked up nearly 500 orders. Two years later, Gulfstream introduced the G650ER, featuring increased fuel capacity delivering 7,500 nm of range. Speed sells. Bombardier countered the G650/G650ER in 2016 by introducing an even larger flagship, the 7,400-nm- range Global 7000, the largest purpose-built business aircraft ever launched. This giant offered a four- section cabin in place of the G650’s three-section cabin. Not to be outdone, Gulfstream countered by announcing the 7,500-nm-range G700, a stretched version of the G650 with four seating sections, plus a lower drag wing, more fuel-efficient engines, active sidestick controls, and an updated interior. Bombardier’s Global 7000 proved to have 300 nm greater range than expected, so Montreal renamed it the Global 7500, and then launched the Global 8000, a close derivative with more fuel capacity, thereby increasing its range to 8,000 nm. Gulfstream parried Bombardier’s Global 8000 thrust by creating the 8,000-nm-range G800, a replacement for G650 that incorporates all the G700’s technical improvements to boost range by 500 nm. However, it retains the G650’s three-section cabin. Dassault remained conspicuously absent from this end of the market for more than a decade.
Then, in mid-2021, it officially launched the Mach 0.85-cruise, 7,500-nm-range Falcon 10X, claiming the distinction of having the biggest cabin in the class, which is considerably larger in volume than either the Gulfstream G700 or Bombardier Global 7500/8000. It’s the first Falcon to be powered by Rolls-Royce engines, the first to sport a T-tail, and the first Falcon flagship in more than four decades to have two engines—not three. The top-most jets in this class can cruise 8,000 nm, enabling them to fly from Singapore to San Diego, Boston to Bangkok, or Prestwick to Perth. Push up the speed to Mach 0.90, and some will still fly 7,000 nm, making city pairs such as Toronto to Taipei, Buenos Aires to Brisbane, or Jacksonville to Johannesburg, to be flown in less than 14 hours. But how frequently will passengers use these aircraft for 14-hour—let alone 15.5- to 16.5-hour— trips? The average mission length for this class of aircraft is about three hours—1,300 to 1,400 nm. That isn’t stopping Bombardier, Dassault, and Gulfstream, however, from betting billions on these flagships. A sizable number of customers will likely be ultra-high-net-worth individuals, billionaires seeking the most exclusive, bespoke air yachts, more for country club bragging rights than pure air transportation needs.
21
ENTER THE GAP
This upmarket thrust by Bombardier, Dassault, and Gulfstream is creating a noticeable gap in entry-level large-cabin business aircraft, ones with 4,000- to 6,000-nm range. Currently, there are seven players in this field: the Bombardier Challenger 650 and Global 5500, Dassault Falcon 2000LXS, Falcon 900LX and Falcon 6X, and Gulfstream G400 and G500. Each offers some features buyers expect in a 21st-century large-cabin aircraft. None offer them all. Each of the seven models merits a close look to identify its strong points and disadvantages. Dig deeply into the numbers, and the size of the large cabin chasm becomes quite apparent. The senior citizen of this class is the Bombardier Challenger 650. It’s grandfathered onto the original 1980 Challenger 600 FAA type certificate. It’s the least expensive large-cabin aircraft, but it offers the widest cabin, measuring almost eight feet wide at elbow height and nearly seven feet wide at the floor. It’s six feet high in the center, so this is one of the most comfortable large-cabin aircraft, at least among those with only two seating sections. The 650’s floor plan most commonly has a four- chair forward club section and an aft four-seat conference grouping flanked by a three- or four-seat divan on the opposite side. Virtually all aircraft are completed with a forward galley ahead of the main
two-section seating area, and a single aft lavatory with a rear door that provides inflight access to the aft baggage compartment. There isn’t a second forward lavatory for the crew. The Challenger 650 is the fifth iteration of the legacy design, featuring larger cabin windows, updated avionics, and plusher interior furnishings. It makes the grade as a long-range large-cabin aircraft because you can squeeze out 4,000-nm legs, but only if you’re willing to slow down to Mach 0.74 (425 knots) average cruise speed. A 4,000-nm trip takes 9 hours, 30 minutes aboard this aircraft. Push the Challenger 650 up to Mach 0.80, and its range drops to 3,700 nm, smack in the middle of the current generation of super-mids. Climb performance isn’t something Challenger 650 operators brag about, either. When departing at maximum takeoff weight, it’ll only reach 37,000 feet on initial climb. It’s also limited to a 41,000-foot ceiling, so you’re stuck in the organized track systems with Boeings and ‘Buses most of the time when crossing oceans. Plus, the cabin altitude at FL 410 is nearly 7,000 feet. The Challenger 650’s comparatively high wing loading, lack of leading edge high-lift devices, and 30-year-old engine technology also result in relatively long runway requirements, particularly when departing from high- density-altitude airports.
Gulfstream G400 cabin
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WE CRAFT EASY, FAIR & EFFICIENT PRIVATE AIRCRAFT TRANSACTION EXPERIENCES
1988 CHALLENGER 601-31/ER SERIAL NUMBER 5021
2010 HAWKER 400XP SERIAL NUMBER RK-604
1996 CITATIONJET SERIAL NUMBER 525-0127
2009 PHENOM 100 SERIAL NUMBER 50500052
2006 GLOBAL EXPRESS XRS SERIAL NUMBER 9203
2013 CITATION SOVEREIGN SERIAL NUMBER 680-0348
2016 CITATION LATITUDE SERIAL NUMBER 680A-0013
2019 BELL 505 JET RANGER X SERIAL NUMBER 65284
HAWKER 850XP GULFSTREAM G550 CJ3 / CJ3+ HAWKER 900XP KING AIR 250 CHALLENGER 300
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Falcon 2000LXS
PERFORMANCE GAINS
The Dassault Falcon 2000LXS, in contrast, offers sprightly airport performance because of its full-span leading-edge slats, blended winglets, high-lift flaps, and sporty 7,000-lb.-thrust Pratt & Whitney Canada engines. It’s the fuel-efficiency leader in the large-cabin class because of its comparatively lightweight airframe and fine-tuned aerodynamics. It too, has a two-section cabin that is slightly longer, but a few inches narrower than the Challenger 650’s. Typical floor plans feature a forward, four-chair club section, and an aft four- seat conference grouping with two facing chairs on the opposite side. There is a forward galley and aft lavatory. As with the Challenger, there is no forward crew lavatory. The Falcon 2000LXS will fly 4,000 nm with six passengers while cruising at Mach 0.80, according to Dassault. But its actual average cruise speed, as shown by the accompanying chart, is 430 ktas. Plan on 9 hours, 18 minutes for such trips. This aircraft can fly as high as 47,000 feet. The 9.3-psi pressurization system provides a maximum cabin altitude of 7,200 ft. at that altitude. Spoiler alert: Gulfstream G400 arrives in less than two years. The smallest member of the GVII family is designed for a long-range cruise speed of Mach 0.85 because of its highly swept, super-critical wing, powerful engines, and high-altitude cruise capability. Its maximum range is 4,200 nm. We predict an average cruise speed of 481 ktas, so it will shave an hour off of a 4,000-nm trip compared to the Challenger 650 or Falcon 2000LXS. Its cabin cross section is very close to that of the Falcon 2000LXS, but it’s considerably
The sprigh leadin and s engin class and fi cabin than a for seat c the o lavato crew Th passe Dassa by th hours high provi altitu Sp two y is de 0.85 powe Its ma cruise of a 4 Falco to tha
longer, making room for 2½ seating sections, thus providing seating for up to 12 passengers. Each seating section is longer than either the Challenger 650 or Falcon 2000LXS, yielding more legroom for each passenger. If buyers opt for shorter, two-section cabins, it makes space available up front for an optional forward crew lav. All models are equipped with a forward galley and aft lavatory. These aircraft have the highest pressurization in the class, thus cabin altitude never exceeds 4,850 ft., even at the 51,000-ft. maximum cruising altitude. As a bonus, the G400 is the only entry-level large-cabin to boast fly-by-wire flight controls. This aircraft promises to bruise sales of both the Challenger 650 and Falcon 2000LXS. Next up in Dassault’s product line is the Falcon 900LX, a distant derivative of the 1979 Falcon 50 trijet. It shares its fuselage cross section with the Falcon 2000LXS, but its main cabin is 6 feet 5 inches longer, sufficient for three comparatively short seating areas. Many aircraft have both forward crew and aft passenger lavatories, a welcome feature on long trips. All current production aircraft have forward galleys. Maximum cabin altitude is similar to that of the Falcon 2000LXS. The Falcon 900LX shares its wing contours with the Falcon 2000LXS, along with full-span slats and high- lift flaps, providing excellent airport performance. But sharing the same wing aerodynamics also means its average cruise speed on the longest missions is only 420 ktas. A 4,650-nm trip takes slightly more than 11 hours.
24
TURN UP THE VOLUME
The Bombardier Global 5500 is the heavyweight in this class, with the largest dimensions. It provides the second-largest cabin volume of any aircraft in this segment. The three-section cabin is typically configured with a four-chair club up front, a four-seat conference grouping on the left, an optional chaise on the right in the midsection, and a private stateroom in the aft section. Almost all aircraft have forward galleys and an aft lavatory, plus a second forward crew lavatory. The 10.3-psi pressurization system ensures cabin altitude never exceeds 5,700 feet. The Global 5500 is a derivative of the Global 5000, a shortened version of the original 1998 Global Express. The newest model has upgraded Rolls-Royce engines with improved efficiency and a drag-reduction package that boosts its range to 6,000 nm. Powerful engines and full-span leading-edge slats endow it with excellent runway performance. But shortening the Global Express didn’t save much weight. The Global 5500’s relatively ample girth hurts its fuel efficiency. It consumes 15 to 50 percent more fuel than other three-section large-cabin competitors. That’s damaging its popularity among large cabin jet buyers in today’s eco-conscious environment. Gulfstream’s G500 is the closest competitor to
the Global 5500. Its three-section cabin gives up 4 inches of maximum width, but all members of the GVII family have a non-circular cross-section that makes more room available at shoulder height for seated passengers. The main seating area is also slightly shorter than that of the Global 5500. Like other three- section, large-cabin aircraft, the G500’s interior is typically configured with a forward, four-chair club section, a four-seat conference area and credenza mid- cabin, and a private aft stateroom. All models have forward galleys and crew lavatories, plus an aft lavatory. GVII series aircraft—G400/G500/G600—have the highest pressurization in class with cabin altitude always remaining at or below 4,850 ft. And nothing in the sky has a quieter cabin. Those lower cabin altitudes and noise levels translate into lower fatigue on long- range missions—a critical factor in their long-term operational success. Powerful engines and an impressively large wing give this aircraft runway performance on par with Global 5500, even though the Gulfstream lacks leading-edge slats. Fuel efficiency is the best of any three-section large-cabin aircraft that cruises at Mach 0.85. Similarly to the G400, the G500 has fly-by-wire flight controls.
Bombardier Global 5500
26
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Dassault Falcon 6X
NEXT ONE UP?
If cabin comfort is your top priority, nothing can touch the new Falcon 6X. This aircraft has the largest cross-section of any current-production, purpose-built business aircraft, netting an 8-foot wide and 6-foot, 4-inch high interior, according to our tape measure. The cabin is also virtually the same length as either the Global 5500 or Gulfstream G500. Thirty windows, each the largest of any Falcon yet built, flood the three-section cabin with bright ambient light. The main seating area has the typical four-chair club section up front, a four- seat conference area and a credenza in mid-cabin, and aft stateroom. All floor plans include a forward galley, crew lav, and an aft main passenger lavatory. There’s even a skylight in the ceiling above the galley. The 10.2-psi pressurization system ensures cabin altitude never exceeds 6,000 feet. The Falcon 6X will likely cruise in the low forties, so actual cabin altitudes will range from 3,500 to 4,800 feet. Dassault also has made sizable reductions in cabin sound levels in recent years. The goal is to beat Gulfstream for quietest cabin honors. Plan on mid-40 dBA interior noise levels when this aircraft enters service later this year. The Falcon 6X also vies for having the most advanced aviation technologies. Borrowing heavily from Dassault’s Mach 2 class Rafale strike fighter, the firm pioneered fly-by-wire flight controls in business aircraft with the Falcon 7X in 2007, and has been enhancing its digital flight control systems ever since. This makes the Falcon 6X feel as agile as the Falcon 10, based on our experience flying it. Even more important to both pilots and passengers, there are dozens of subtle enhancements that reduce flight-crew
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workload, improve situational awareness, and make the aircraft one of the safest ever designed. Note to pilots: This aircraft consistently touches down on the pavement as though it’s nestling into a feather bed. The tradeoff for the Falcon 6X’s class-leading cabin comfort is comparatively modest performance. The Falcon 6X is a redux of the ill-fated Falcon 5X that was doomed by the development failure of its planned Snecma Silvercrest turbofan engines. When Dassault halted the Falcon 5X program, it elected to re-engine the Falcon 5X with well-proven Pratt & Whitney PW800-series engines while stretching the fuselage and adding fuel capacity. But the wing area remains the same while weight increases by nearly four tons. This results in the highest wing loading of any large-cabin business jet. That doesn’t help high-altitude climb and cruise performance. The Falcon 5X also was designed when large-cabin business aircraft mostly flew at Mach 0.80, so Dassault mapped out the wing shape and sweep accordingly. At that speed, the Falcon 6X has a 5,500-nm maximum range. Push up the speed to Mach 0.85, and its range drops to 5,100 nm. Cruising at Mach 0.80, the Falcon 6X’s fuel efficiency is better than the Global 5500’s, but not as economical as the G500. Cruising at Mach 0.85, the Falcon 6X’s fuel consumption is on par with the Global 5500. Wing loading also has an impact on runway performance. While the Falcon 6X has one of the best high-lift systems, high wing loading results in the longest takeoff field lengths among direct competitors.
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WHAT DOES THE MARKET WANT?
Perusing the strengths and compromises of this septet reveals the need for a clean-sheet design that offers the best qualities of each of the seven competitors. First, there’s no such thing as too large a cabin. Best-in-class 5,500-nm to 6,000-nm large- cabin jets, such as the Global 5500 and Falcon 6X, have 1,800- to 1,900-cubic-foot cabins by volume. That’s a good start, but that’s still one-third smaller than the four-section-cabin uber jets. Pairs of facing chairs typically convert into lay-flat berths, so three-section aircraft usually comfortably sleep no more than six people. Four-section cabins berth eight sleepers. Buyers also want pressurized cabin altitudes lower than 5,000 ft., and sound levels in the low- to mid-40 dBA range. They want forward and aft lavatories, galleys that can hold four to five full meals, and aft staterooms that afford complete
privacy. Future aircraft require a forward lav for the crew, a mid-cabin lav for most passengers, and a third en-suite lavatory adjoining the aft stateroom. Connectivity is key. More than one large- cabin jet operator has scrubbed a trip because WiFi and high-speed internet access systems were inoperative. People in this class of aircraft expect connectivity on par with homes and offices. Worldwide KA-band satcom with WiFi mobile phone calling is almost an iron-clad necessity. Emerging low-earth-orbit KU- and KA-band satcom networks promise to give market leader Viasat hot competition and lead to considerably lower subscription prices. Wideband satcom typically is a $750,000 to $1 million option. Most large-cabin-class operators consider it a necessity.
Bombardier Global 5500:
5,900 nm / 480 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
Gulfstream G500
5,400 nm / 480 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
Dassault Falcon 6X*
5,500 nm / 455 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
Dassault Falcon 900LX
4,650 nm / 420 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
Gulfstream G400*
4,200 nm / 480 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
Dassault Falcon 2000LXS 4,000 nm / 430 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
Bombardier Challenger 650 4,000 nm / 420 ktas AVERAGE CRUISE SPEEDS FOR LONG RANGE MISSIONS:
*(still in development) All range figures based on manufacturer's specifications for an NBAA IFR range with reserves. Knots true air speed [KTAS]
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Large-Cabin, Long-Range // 4,000 nm to 6,000 nm Range Competitors
AIRCRAFT
UNITS
BASE PRICE
REVENUE
13 12
$ 35,100,000 $ 32,400,000 $ 34,500,000 $ 44,000,000 $ 49,500,000 $ 46,000,000 $ 52,800,000
$ 456,300,000 $ 388,800,000 $ 828,000,000 $ 132,000,000 $ 1,138,500,000 $ 368,000,000
Challenger 650
$
Falcon 2000LXS
24
Gulfstream G400
3
Falcon 900LX
23
Gulfstream G500
8
Global 5500
12
$ 633,600,000 TOTAL: $3,945,200,000
Falcon 6X
*Gulfstream G400 & Falcon 6X - Estimated Deliveries 2023 and beyond
Large-Cabin, Long-Range Competitors Cross Section & Cabin Volume Comparison
Challenger 650 & Global 5500 BOMBARDIER
Falcon 2000lxs & 900lx DASSAULT
DASSAULT
GULFSTREAM
FALCON 6X
G400 / G500
7.9’
7.7’
7.6’
8.0’
Challenger 650 - 1,146 ft 3 Global 5500 - 1,884 ft 3
Falcon 2000LXS - 1,024 ft 3 Falcon 900LX - 1.267 ft 3
G400 - 1,441 ft 3 / G500 - 1,715 ft 3
Falcon 6X - 1,845 ft 3
DASSAULT
DASSAULT
GULFSTREAM
BOMBARDIER
The segment of the market represented by these seven platforms is not only hotly contested, but it’s also ripe for the right competitor to hit the niche combining the cabin comfort of the 6X and Global 5500, the speed of the Gulfstreams, and the fuel efficiency of the Falcon 2000LXS.
Cabin and connectivity notwithstanding, passengers also expect new 4,000-nm to 6,000-nm large-cabin aircraft to offer more speed. Cruising at Mach 0.80 suddenly seemed so 20th century when the Mach 0.85 G650 debuted a decade ago. Gulfstream anchored the Mach 0.85 cruise speed benchmark with the G400 and G500. New- model large-cabin buyers now expect to cruise at that speed and dash at Mach 0.90 without an excessive increase in fuel consumption. Cruising at Mach 0.90 can shave an hour or more off trans-oceanic trips. comfort, convenience, And finally, new large cabin entrants must offer at least 15 percent better fuel economy. GE, Pratt & Whitney, and Rolls-Royce continue to squeeze at least 5 to 7 percent more efficiency out of each generation of new turbofan engines. This puts pressure on airframe designers to develop
radically reduced-drag large-cabin airframes— especially as people want much larger three- or four-section cabins. Large-cabin-jet design challenges will be daunting, considering that such aircraft will also routinely cruise at up to 90 percent of the speed of sound, yet still be able to operate from hundreds of general aviation airports. There’s no point in having an airplane that saves an hour of trans- oceanic trip time if the closest suitable airport is 90 minutes from your home or office. All of this points to the need for a new generation of entry-level, large-cabin aircraft that combine the cabin comfort of the Falcon 6X and the Global 5500, the speed of the Gulfstream G400/G500, and the fuel efficiency of the Falcon 2000LXS. That’s a stratospheric stretch in capabilities, but one that could yield soaring sales in the large-cabin segment.
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GETTING TO SUSTAINABLE WITH SAF Supply does not yet meet demand, though ICAO targets loom ahead.
BY MICHAEL WILDES
Photo Credit: Julie Boatman
The advent of single-engine turbine aircraft flown by small businesses and private owners drives the demand for more SAF.
In 2022, when lawmakers in the U.S. enacted the Inflation Reduction Act, the legislation made significant provisions towards boosting the production of sustainable aviation fuels (SAF). The U.S. is doing this as part of a government-led mandate, the SAF Grand Challenge, to decrease greenhouse gas emissions by about 40 percent below 2005 levels by 2030. The SAF Grand Challenge, set by the incumbent administration, is designed to ramp up the domestic annual production of SAF to 3 billion gallons by 2030 and would support a long-term global initiative to reach net-zero emissions by 2050. It’s similar to the aviation industry’s position. Last fall, when the International Civil Aviation Organization 41st International Assembly convened in Montreal, Canada, the agency and its members— more than 2,500 delegates from 184 states and 57 organizations present—adopted the collective long- term aspirational goal of net-zero carbon emissions for the industry by 2050. The agency noted that to achieve that goal, its member countries would need to rely on a series of combined measures, including investing in new technologies, improving flight operations,
and increasing the production and distribution of sustainable aviation fuel. So, the big push for SAF—compared to other emissions reduction measures—represents a deliberate industry-wide position and is captured in an October 2021 study by the International Air Transport Association that says to get to net zero, SAF would be needed as a way to cut up to 65 percent of emissions. IATA estimated that other measures, like electric and hydrogen solutions, would only contribute 13 percent to the desired overall reduction. This logic is explained simply by the fact that— while SAF is in short supply—operators who wish to use it don’t have to make modifications to their aircraft’s fuel and powerplant systems to utilize it, compared to the leaps in technology and regulatory hurdles required for implementing other solutions. That isn’t to say the other options aren’t viable and haven’t demonstrated tangible progress. Indeed, a proliferation of next-generation energy companies is getting closer to making the all-electric, hydrogen, and hybrid options realities soon. But, until they come to market, SAF provides a far more immediate solution.
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BUILDING SAF CAPACITY
The 2022 Inflation Reduction Act did just that, particularly when it comes to building capacity. When the legislation was enacted, global SAF production was just a minuscule 26.4 million gallons a year—or about 0.1 percent of all aviation fuel. The half-decade-long tax provision, which took effect on January 1, 2023, allocates a $1.25-per-gallon tax credit for each gallon of SAF sold. SAF producers must demonstrate that the fuel can cut greenhouse gas (GHG) emissions by 50 percent as part of a qualified mix compared to regular types of jet fuel. That credit would last for two years, after which the Clean Fuel Production Credit would take over, providing a baseline credit for SAF until the end of 2027 unless the U.S. Congress extended it. Through the CFPC, fuel producers earn up to $1.75 per gallon for fuels with a 100 percent GHG reduction or less, based on emission volumes. With the incentives in play, it seems like it will only be a matter of time before SAF becomes more widely available at general aviation airports in the U.S.—more than 5,000—compared to just the roughly 500 airports supporting commercial airline traffic.
Incentives are a powerful thing. Aside from being a catalyst for the production, there is a broader social discourse wherein air travelers, and climate advocacy bodies, are scrutinizing their carbon footprint and urging both commercial and business operators to cut back. Production aside, business and commercial jet operators have leaned into the opportunity to test and adopt SAF for their flights through “book and claim” deals. Many airlines have made robust and multi-year SAF commitments and have entered into fuel delivery partnerships with fuel producers and refineries. Simultaneously, the business aviation community— often shamed for its high-visibility yet low-volume emissions—has rolled out various programs. During the October 2022 Business Aviation Convention & Exhibition, Ed Bolen, president and CEO of the National Business Aviation Association, reported that at the time, the business aviation community represented 8 percent of SAF deliveries despite being a fraction of a percent of total aviation fuel consumption.
Member companies from multiple disciplines must come together to produce, distribute, and utilize SAF.
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SAF STATUS IN THE EU
What about SAF’s penetration in the European Union? The European Parliament has taken similar steps to boost SAF production and availability. The EU’s 2030 goal is called ReFuelEU Aviation, which is a SAF blending mandate as part of the EU’s broader “Fit for 55” goal that is focused on reducing EU emissions by 55 percent by 2030. In July 2022, the EU parliament outlined draft rules that would require EU airports to maintain a mandatory minimum percentage of SAF as part of a blending mandate. The required percentages of SAF, as a share of available fuels, would increase in stages—2 percent SAF by 2025, 5 percent by 2030, 32 percent by 2040, and 63 percent by 2050. Moreover, operators would be required to use the fuel at available airports. Economic incentives include the Emissions Trading System , the Carbon Offsetting and Reduction Scheme for International Aviation, and various tax credits. The ETS aims to reduce emissions by setting limits on emissions and allowing airlines and GA operators to buy and sell emissions allowances. Altogether, it is evident that the runway ahead is long in the EU, as in the U.S. According to European Union Aviation Safety Agency in its 2022 European Aviation Environmental Report, current SAF supply remains low at less than 0.05 percent of total EU aviation fuel use. What’s more, on both sides of the ocean, as the actual supply of SAF comes online, stakeholders will need to solve the allocation problem to ensure that the available fuel is equitably distributed between business aviation and airlines. This is currently the sticking point in the system, according to GAMA’s Kyle Martin, vice president of European Affairs. “Regulators on different sides of the Atlantic have taken a fairly different approach,” Martin points out. “The U.S. approach is a carrot, and the European approach is a stick.” While the Inflation Reduction Act enacted in the U.S. incentivizes the production and use of SAF, Martin explains, when compared to the situation in the EU— including the post-Brexit U.K.—the requirements are more onerous, especially as it relates to the business aviation community there. “From a purely business aviation perspective, we have
some concerns of the way the EU is doing the blending mandate because they are targeting large operators and large commercial airports,” Martin points out. Business aviation operators in the EU will also have to navigate the challenge of getting SAF at remote GA airports in that region that don’t serve as hubs for commercial traffic. The European Business Aviation Association, in a February 2023 update to members, said it was working with EU policymakers to ensure that they were adequately considering business aviation operators in the rule-making process so that results wouldn’t be burdensome to business aviation operators later. Part of those concerns, the EBAA indicated, was that lawmakers needed to widen the definitions of ‘airports’ and ‘operators’ that would benefit from the EU’s SAF- boosting initiative. Otherwise, business operators might be excluded from the benefits and would pay a steep price to participate. Practically, with the limited SAF infrastructure in that region, operators would need to be crafty with their flight operations technique to complete trips. “The blending mandate will apply to large airports,” Martin points out, “like Charles de Gaulle Airport in France or Frankfurt Airport in Germany, but it will not include smaller airports.” That’s because the current proposal is based on a threshold that accounts for the number of passengers or cargo that pass through that airport each year, and with each the bar is high. “It’s 1 million passengers per year or 100,000 tons of cargo per year, which superficially sounds quite smart,” Martin says, “but the problem is for business aviation, it’s not. Many business aviation operations are out of smaller airfields. The mandate would leave business aviation out in the cold.” Moreover, he says the complicated regulations are only the first problem. “Problem number two is there’s no current foreseen recognition or appreciation of a book and claims system,” he says. In advocating for some wiggle room for business operators to the proposed regulations, the EBAA has proposed that the EU allow operators to purchase a volume of SAF from anywhere worldwide and acknowledge that that fuel will be used toward sustainable
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